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Old 5 Days Ago   #106
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Re: Introduction and my new 1969 500L

Quote Originally Posted by Paolo66 View Post
You'll probably want to have a crack at refurbishing the leaf spring whilst it's off. If you look at my restoration thread Project Paolo you will find how I did mine. You basically replace the rubber bushes including the centre one. Strip the spring down and rub each leaf down. Etch prime and paint. You can buy new plastic inserts. I put anti scuff grease between each leaf and plastic to keep friction down

Damian
Hi Damian,

Did you paint the surfaces of the leaves once cleaned up? We have stripped the dirt and rust off, and will treat the pitted areas and then plan to etch prime and paint them. Is this advisable or do the areas that contact the plastic insterts need to be left shiny steel to aid with suspension movement?

Thanks,

Katie
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Old 5 Days Ago   #107
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Re: Introduction and my new 1969 500L

Quote Originally Posted by Katie B View Post
Hi Damian,

Did you paint the surfaces of the leaves once cleaned up? We have stripped the dirt and rust off, and will treat the pitted areas and then plan to etch prime and paint them. Is this advisable or do the areas that contact the plastic insterts need to be left shiny steel to aid with suspension movement?

Thanks,

Katie


I just cleaned them up with a flap disc on my grinder down to bare metal. I then etch primed them and painted them black to match the rest of the suspension. I replaced the two end bushes and the rubber stop in the centre. I also replaced the two outer clamps as well. I put anti scuff grease between each leaf and plastic strip to aid friction. Not used originally but a useful modification I thought. Good to see you got yours off okay. I also replaced the rubbers in the two mounts. The mounts themselves I cleaned up and refurbished
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Old 5 Days Ago   #108
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Re: Introduction and my new 1969 500L

Quote Originally Posted by Paolo66 View Post
I just cleaned them up with a flap disc on my grinder down to bare metal. I then etch primed them and painted them black to match the rest of the suspension. I replaced the two end bushes and the rubber stop in the centre. I also replaced the two outer clamps as well. I put anti scuff grease between each leaf and plastic strip to aid friction. Not used originally but a useful modification I thought. Good to see you got yours off okay. I also replaced the rubbers in the two mounts. The mounts themselves I cleaned up and refurbished
Great, thanks! I'll post some pics later of the process but it went very smoothly thanks to all the advice
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Old 5 Days Ago   #109
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Re: Introduction and my new 1969 500L

Quote Originally Posted by Katie B View Post
Great, thanks! I'll post some pics later of the process but it went very smoothly thanks to all the advice


Just wait until it comes to refitting it!
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Old 6 Hours Ago   #110
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Re: Introduction and my new 1969 500L

Hi all,

Getting around to ordering my parts list this week. I am planning to order a 126 650cc engine with 500R box. I have a few questions before I order...

Whats the difference between a box with 500R internals and 126 internals? Both have synchro on gears 2, 3 and 4 right?

Do I need a 126 fuel sender or a 500 one? I have read I require a 126 one and need to modify the float for the 500 tank - is that correct?

Also, today is exactly 1 year since I bought my car

Thanks in advance!

Katie
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Old 2 Hours Ago   #111
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Re: Introduction and my new 1969 500L

The only reason to buy a 126 sender is if you plan to run a return line to it from your 28 imb carb. There are 3 options available when you have a 28 imb carb.
1 - run a return line from the carb through the car and back to the tank. You will need a 126 sender unit for this.
2 - run a line from the carb return around the back of the engine and join it to the the fuel supply line via a t piece just before the pump.
3 - block off the carb return completely.
Each has its own merits and downfalls and each forum member with a 28 imb carb will champion a different method. I have done number 3, never had a problem BUT I have blanked it off properly. Removed brass pipe, tapped the hole and fitted a button head screw with a viton dowty seal and loctited it in. Number 2 would be my next option. Easy and cheap. Wouldnt entertain number 3. Too much faff and expense.
Dont know about the gearbox. I would guess the final ratios might be different
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